Heavy-oil engine.



No. s42,87|.

Patented Feb. 6, |900. A. G. NEW.

HEAVY (JIL ENGINE.

(Application led Feb. 12, 189

2 Shaets-Sheet- I.

(No Model.)

MUHMMIHI l (No Model.)

No. 642,87I. Patented Feb. 6, |900.

A. G. NEW.

HEAVY OIL ENGINE.

(Application filed Feb. 12, 1898.)

2 Sheets-Sheet 2.

PATENT OFFICE.

ANTHONY G. NEW, OF VOKING, ENGLAND.

HEAVY-OIL ENGINE.

SPECIFICATION forming part of Letters Patent N o. 642,871, dated February 6, 1900. Application filed February 12, 1898. Serial No. 670,093, (No model.)

To all whom it may concern:

Be it known that I, ANTHONY GEORGE NEW, engineer, of The Voltage, Woking, in the county of Surrey, England, have invented Improvements in Heavy-Oil Engines; and I do hereby declare the nature of this invention and in what manner the same is to be performed to be particularly described and ascertained in and by the following statement.

- My invention relates to improvements in combustion-engines using oilsbf a high flashing-point-that is, oils which do not produce vapor in suflicient quantities to form an explosive mixture at ordinary atmospheric temperatures. In the majority of motors using such oils which have hitherto come into use separate heating devices are adopted for producing vapors from the oil. This vapor after being formed by heating in this manner is introduced into the cylinder mixed with air, compressed, and exploded. In other types of motor oil is indeed projected directly into the cylinder; but the spraying or atomizing effect produced by hitherto-existing arrangements of this nature, though giving more or less satisfactory results when employed with lighter oils, such as benzene or gasolene or the like, are not such as to permit of starting the engine and running it satisfactorily with the heavier oils of high flashing-point unless the working end or admission-Valves of the cylinder are subjected to a prolonged preliminary heating by means of a lamp or other equivalent external source of heat. My invention enables all such outside vaporizing appliances to be dispensed with, as also the inconvenient heating of valves and cylinder end above referred to.

It consists, essentially, of a new method ot' preparing an efficient explosive mixture in an engine-cylinder using heavy or non-volatile oils, which I effect by means of an admissionvalve of special construction.

In order that my invention may be the more fully and completely understood, I refer to the accompanying sheets of drawings, in which- Figure 1 represents a section through the working end of my cylinder and the admission and exhaust valves; Fig. 2, a vertical side View of the admission-valve in position on the end of the cylinder, together with its actuating cam-gear; Fig. 3, a similar view showing the exhaust-valve and cam-gear, while 4 shows a means of adjusting the cam shown in Fig. 2 upon its shaft.

The construction of the admission-valve V is most readily comprehended from Fig. 1, in which, as stated, it is shown in section, (the corresponding parts on Fig. 2 being indicated as far as possible by the same figures for reference,) together with the exhaust-valve E, which is of the ordinary type. It consists of an outer sleeve l, having a flange 2, which permits of its being secured to the metallic jacketing or back cover of the cylinder, the one end of the said sleeve fitting tightly into au orifice in the back plate of the cylinder, with which it lies flush, forming the seat of the closing-valve 3. Within this iixed sleeve is a second movable sleeve 4, forced outward by the action of a spiral spring 5,which presses against the shoulder at the extreme end of the cap 4a, the latter being screwed into block 6, which forms the solid end of sleeve 4. Rigidly secured to this sleeve 4 by the said block of metal 6, which forms its end, is the spindle 7, which is screwed into and secured by the block 6. This spindle, which is hollow, carries at one end the closing-valve 3, (the satisfactory seating of which is secured in the usual way by three webs,) and upon it slides the truncated metallic cone 9, rigidly secured to or forming one with the H-shaped metal piece 9a, capable of movement backward and forward in the slot r, cut through thespindle 7. To the center of the piece 9a is secured by a screw-thread or other suitable means the spindle or rod 7a, movable in the hole through the center of the spindle 7. This smaller spindle 7 t is expanded and perforated at one end to receive the end of the system of bell-crank levers b b b2, (supported by and pivoted at p in the fixed arm 53,) by which it is actuated. In the drawings the truncated cone 9 is shown nearly closing the end of the movable sleeve 4, and it will be observed that in the drawings, and preferably, one internal diameter of the sleeve l expands from alittle in front o'f the cone 9 toward the cylinder. As may be seen, the cone can be moved farther toward the cylinder by the bell-crank levers b b b2 and the rod 7, so as to leave a smaller or larger annular space between the end of the sleeve 4 and the said cone. A

ICO

sleeve k, surrounding the sleeve Z and capable of closing the air-inlet holes O, is actuated by the bell-crank lever b2 to move away from the cylinder and disclose more and more of the holes O at the same time as the cone is moved toward the cylinder. A second cap K, ending in the tappet t and cut away on one side to allow free movement in regard to the bell-crank lever h, is screwed on the end of 4", being separated from it by the distancepiece d. On the outer sleeve Z is the socket 10, into which is screwed an ordinary oil-admission valve, the needle of which is movable by a simple or compound screw actuated either by hand or by any appropriate governor to open the orifice 11 whenever oil is to be supplied to the cylinder. A slot 12 in the inner movable sleeve fl discloses the orifice of the oil-valve when the tappet t is forced inward toward the cylinder by the action of the cam-gear which controls it.

The exhaust-valve E resembles the ordinary type and does not in consequence require a special description.

In Fig. 2, which shows one form of camgear for actuating the valve V, S is the camshaft driven,preferably,by chain and sprocket wheels in accordance with the Otto cycle. C is a beveled cam susceptible of movement in a keyway along the shaft S by means of the lever Ay, Fig. 4. The lever L carries at its upper end the set-screw s, engaging with the tappet t, and at its lower end the roller 1U, engaging with the cam C.

In Fig. 3 the cam C actuates the lever L' with its set-screws s' to operate the exhaustvalve E in the ordinary manner.

Then preparing to start the engine, the bell-crank levers h b h2 are arranged by means of the handle or lever h in the position shown in the drawings-thatis to say,so as to bring the cone 9into the position showni-n which it nearly closes the end of the sleeve Lt, the sleeve K being then in such a position as to nearly close the air-holes o, as shown in Fig. 1. The cam G, Fig. 2, may be brought, by means of the lever ly, into such a position that it does not actuate the lever L to press upon the tappettand open the inlet-valve until the piston has retreated on the intake-stroke a considerable distance from the working end of the cylinder, producing consequently a considerable diminution of gaseous pressure within the cylinder. The oil-inlet valve is then opened, and as the slot 12 passes in front of the oil-aperture 11 the oil is admitted to the interior of the sleeve a and is caught by the in rushing air enteringthrough the apertures o and divided into fine spray. The mixture of air and spray then passes atavery high velocity through the narrow annular space between the cone 9 and the end ofthe sleeve at, where the increased velocity and the choking effect cause the oil-spray to be still further finely divided and, indeed, almost atomized. On the compression-stroke and when the proper degree of compression is reached the explosive mixture produced, as above described, can be fired by the red-hot platinum tube P or other form of igniter.

The position in which the various parts-- viz., the cone 9 and the sleeve c-are set when starting the engine is of high importance when starting with heavier oil, as a successful atomization of the oil at the low velocity which it is alone possible to impart to the piston when starting necessitates the employment of the means indicated for producing a high velocity and a choking effect uponthe inrushing mixture `of air and spray; but when once the engine has started I find it advantageous to alter the position of all these parts-that is to say, I move the lever h in such a manner as to move forward the cone 9 toward the cylinder and the sleeve 7c away from the cylinder, so as to permit a larger amount of air to enter through the holes 0. The cam c may, if so desired, be so shaped that the time of closing the admission-valve may also be varied or the opening and closing of the valve maybe operated by independent variable cams. The object with which the internal diameter of the sleeve lis preferably increased toward the cylinder is that as the cone 9 is moved forward its choking effect may progressively diminish, which without this enlargement would not be the case. It will be observed that the bell-crank levers are so arranged that whenever the cone 9 is pushed forward the sleeve 7s is moved backward, so as to permit the entry of more air, and these movements always take place together, as I have found that it is not advantageous to move the cone forward without admitting more air or to admit more air without moving forward the cone. The reason why I prefer to make these alterations after starting the engine is not because the engine would discontinue running if the parts were left in their original position, but because at the piston-speed which is attained soon after starting sufficient explosive mixture would not be admitted during the intake-stroke of the piston to enable the engine to attain the full power of which it is capable if the parts were to be maintained in the position which, as above explained, I have found efficient for starting.

It will be observed that the sleeve 4 completely closes the oil-inlet orifice excepting when the slot 12 discloses it, and it will also be noticed that the bell-crank lever h, moving with the rod or spindle 7, enables the cone 9 to approximately maintain its position relatively to the sleeve 4L throughout the stroke or lift of the whole valve.

As an alternative to arranging the cone 9 and the sleeve 7c so as to be actuated by the bell-crank levers b b h2, the rod 7 may be provided with a screw-thread screwing into the center of the H-shaped piece 9, and its far end near t with a toothed boss. The

sleeve 7i; may also be provided with an internal thread made to engage with an external IOO IIO

thread on the sleeve Z, and with the cone 9 and sleeve k may be screwedin or out either at the same time or independent-ly by hand or a suitable gear connected with some moving part of the engine.

The alteration of position of the parts from that used at starting to that used while running enables the engine to be readily and satisfactorily controlled. Thus a greater or less amount of the explosive mixture will be admitted and the degree of compression and the power of the engine varied by regulating the lever It, which may for this purpose (as likewise the lever J, which alters the position of the cam C) be connected to any suitable type of governor. By moving this lever I can, as above explained, vary the amount of the charge admitted with great regularity and nicety, thus controlling the compression and the power of the engine. I may of course employ the movement ofthe lever h and of the cam C in combination with one another.

I have found that at starting it is of importance to open the oil-inlet valve considerably more than it should be opened when the engine has attained its normal speed and power, but that when once adjusted after starting for normal running further regulation of it is not absolutely necessary, as the different degree of suction caused by the inrushing air upon the oriiice of the oil-admission valve causes the amount of oil admitted with each charge to be varied sufficiently for practical purposes by controlling the admission of air, as above described; but I may connect the device actuating the needle of the oil-admission valve either to an independent-governor or to the governor which controls the movements of the levers h and J.

Having now particularly described the nature of my said invention and the manner in which the same is to be performed, I declare that what I claim is-- l. In oil-motor engines an air and oil admissibn and mixing device composed of a Valve with a valve-rod, a truncated cone mounted about the said valve-rod and a tube, inclosing the said cone and itself inclosed in an outer tube of increasing internal diameter toward the said valve and near about the said cone, arranged to allow air drawn or forced past the valve to pass through the tube, into which oil is delivered through an orifice provided through its side, whereby the air, before passing the said valve, injects the oil through the space between the said cone and the said tube thereby pulverizing the oil, mixing intimately with it and forming an explosive mixture or charge substantially as described and for the purpose set forth.

2. In oil-motor engines an air and oil admission and mixing device composed of a valve with a Valve-rod, a truncated cone mounted about the said valve-rod and a tube, inclosingl the said cone and itself inclosed in an outer tube of increasing internal diameter toward the said valve and near about the said cone,

arranged so that the cone is adjustable from outside the tube as regards its longitudinal position within the tubes; the said valve, cone and tube being arranged to allow air drawn or forced past the valve to pass through the tube, into which oil is delivered through anoriice provided through its side, whereby the air, before passing the said valve, injects the oil through the variable space between the said cone and the said tube thereby pulverizing the oil, mixing intimately Withit and forming an explosive mixture or charge substantially as described and for the purpose set forth.

In testimony that I claim the foregoing as my invention I have signed my name in presence of two subscribing witnesses.

ANTHONY G. NEW.

Witnesses:

PEROY E. MATTocKs, EDMUND S. SNEWIN. 

